U.S. patent application number 15/268179 was filed with the patent office on 2017-03-23 for hot runner detection and response systems, devices, and methods.
The applicant listed for this patent is ITT ITALIA S.r.l.. Invention is credited to Daniele Donzelli, Stefano Serra, Mattia Solari, Marco Terranova.
Application Number | 20170082164 15/268179 |
Document ID | / |
Family ID | 54884260 |
Filed Date | 2017-03-23 |
United States Patent
Application |
20170082164 |
Kind Code |
A1 |
Serra; Stefano ; et
al. |
March 23, 2017 |
HOT RUNNER DETECTION AND RESPONSE SYSTEMS, DEVICES, AND METHODS
Abstract
Various systems, devices, and methods for detecting and/or
responding to the temperature of brakes are disclosed. Certain
embodiments relate to inhibiting or preventing the overheating of
the brakes of such vehicles, such as could occur when a hot runner
condition is present.
Inventors: |
Serra; Stefano; (San Vittore
Olana (MI), IT) ; Donzelli; Daniele; (Luserna San
Giovanni (TO), IT) ; Solari; Mattia; (Barge (CN),
IT) ; Terranova; Marco; (Torino, IT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
ITT ITALIA S.r.l. |
Barge (CN) |
|
IT |
|
|
Family ID: |
54884260 |
Appl. No.: |
15/268179 |
Filed: |
September 16, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F16D 65/0006 20130101;
G01L 5/28 20130101; F16D 66/021 20130101; F16D 55/226 20130101;
F16D 65/183 20130101; F16D 2066/001 20130101; F16D 2066/006
20130101; F16D 66/00 20130101; F16D 55/225 20130101; F16D 65/092
20130101; F16D 2066/005 20130101 |
International
Class: |
F16D 66/00 20060101
F16D066/00; F16D 66/02 20060101 F16D066/02 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 17, 2015 |
IT |
102015000052631 |
Claims
1. A vehicle comprising: a body; a plurality of wheels connected
with the body; a braking unit configured to brake at least one of
the plurality of wheels, the braking unit comprising: a braking
device comprising: a support; a block of friction material
connected with the support and configured to interface with a brake
disk or brake drum associated with at least one of the wheels; and
a temperature sensor positioned between the block of friction
material and the support; a computing system comprising a
controller unit, the controller unit comprising: an interface
configured to receive, from the temperature sensor, the temperature
of the braking device; a memory comprising a first temperature
threshold; and a comparator configured compare the temperature of
the braking device and the first temperature threshold; and an
alarm unit in communication with the controller unit; wherein the
computing system is configured such that, in response to the
control unit determining that the temperature of the braking device
is greater than the first temperature threshold and determining
that the temperature of at least one other braking device is less
than the first temperature threshold, the alarm unit transmits an
alarm signal indicating that the braking unit is experiencing a hot
runner condition.
2. The vehicle of claim 1, wherein the braking device further
comprises a piezoceramic pressure sensor positioned between the
block of friction material and the support.
3. The vehicle of claim 1, wherein the comparator is configured to
compare the temperature of the braking device and the first
temperature threshold in real time.
4. The vehicle of claim 1, wherein: the memory further comprises a
second temperature threshold that is less than the first
temperature threshold; and in response to the comparator
determining that temperature of the braking device is greater than
the second temperature threshold and less than the first
temperature threshold, the alarm unit transmits a second alarm
signal indicating that the braking unit is experiencing an elevated
temperature condition.
5. The vehicle of claim 1, wherein, in response to the alarm
signal, an audible or visual alarm is activated in a passenger
compartment of the vehicle.
6. The vehicle of claim 1, wherein the braking device comprises a
brake pad.
7. The vehicle of claim 1, wherein the vehicle comprises a
tractor-trailer.
8. A system configured to detect overheating of a braking unit of a
heavy vehicle, the braking system comprising: a brake pad
comprising: a support; a friction material connected with the
support and configured to interface with a brake disk associated
with at least one of the wheels; and a temperature sensor
positioned between the friction material and the support; a
peripheral control unit configured to receive, from the temperature
sensor, the temperature of the braking pad; a second control unit
in communication with the peripheral control unit, the second
control unit comprising: a memory comprising a first temperature
threshold; and a comparator configured compare the temperature of
the braking device and the first temperature threshold; and an
alarm unit in communication with the controller unit; wherein the
system is configured such that, in response to the second control
unit determining that the temperature of the brake pad is greater
than the first temperature threshold and determining that the
temperature of at least one other braking pad is less than the
first temperature threshold, the alarm unit activates a visual or
audible alarm indicating that a hot runner condition exists.
9. The system of claim 8, wherein: the system further comprises a
plurality of additional brake pads, and is configured to detect a
temperature for each of the plurality of additional brake pads; and
the system is further configured to activate the alarm only if a
majority of the plurality of additional brake pads are determined
to have a temperature that is less than the first temperature
threshold.
10. The system of claim 8, wherein the brake pad further comprises
an ancillary sensor positioned between the friction material and
the support, the ancillary sensor configured to measure one or more
of pressure or torque.
11. The system of claim 10, wherein the ancillary sensor comprises
a piezoceramic pressure sensor.
12. The system of claim 10, wherein the ancillary sensor comprises
a piezoceramic shear sensor.
13. The system of claim 10, wherein the system is configured to
determine whether, within a predetermined period, a predetermined
correlation exists between the temperature signal produced by the
temperature sensor and the signal produced by the ancillary
sensor.
14. The system of claim 8, wherein: the memory further comprises a
second temperature threshold that is less than the first
temperature threshold; and in response to the comparator
determining that temperature of the braking device is greater than
the second temperature threshold and less than the first
temperature threshold, the alarm unit transmits an alarm signal
indicating that the braking unit is experiencing an elevated
temperature condition.
15. The system of claim 8, wherein the centralized control unit is
connected to a CAN-bus (Controller Area Network) of the heavy
vehicle.
16. The system of claim 8, wherein the system further comprises an
energy harvesting device configured to convert energy from the
motion of the vehicle into electrical energy.
17. A method of inhibiting or preventing the overheating of the
brakes on a heavy vehicle comprising a plurality of wheels and a
plurality of associated braking units, wherein the braking units
each comprise at least one brake pad or a brake shoe having a
support, a friction material that is connected with the support and
is configured to act on a brake disk or brake drum associated with
the wheel, and a temperature sensor located between the block of
friction material and the support, the method comprising: acquiring
the temperature of at each of the brake pads or brake shoes from
the respective temperature sensors; accessing a temperature
threshold; determining, with an electronic control unit, whether an
overheating condition exists, wherein determining whether an
overheating condition exists comprises: determining whether the
temperature detected for at least one of the plurality of brake
pads or brake shoes is greater than the temperature threshold; and
determining whether the temperature detected for at least one of
the plurality of brake pads or brake shoes is lower than the
temperature threshold; and activating an alarm in response to the
overheating condition being determined to exist.
18. The method of claim 17, wherein the method further comprises:
acquiring, from a pressure sensor in the at least one of the
plurality of brake pads or brake shoes with a temperature that is
greater than the temperature threshold, a pressure at the at least
one of the plurality of brake pads or brake shoes with a
temperature that is greater than the temperature threshold;
accessing a pressure threshold; and determining, with the
electronic control unit, whether the pressure is less than the
threshold pressure.
19. The method of claim 17, wherein accessing the temperature
threshold comprises accessing a memory of the electronic control
unit, the memory comprising the temperature threshold.
20. The method of claim 17, wherein the method further comprises
transmitting the alarm to a computer system off-board the
vehicle.
21. A vehicle comprising: a body; a plurality of wheels connected
with the body; at least one first braking device configured to
brake a first wheel of the plurality of wheels, the first braking
device comprising: a first support; a first block of friction
material connected with the first support and configured to
interface with a brake disk or brake drum associated with the first
wheel; and a first sensor positioned between the first block of
friction material and the first support; at least one second
braking device configured to brake a second wheel of the plurality
of wheels, the second braking device comprising: a second support;
a second block of friction material connected with the second
support and configured to interface with a brake disk or brake drum
associated with the second wheel; and a second sensor positioned
between the second block of friction material and the second
support; and one or more processors configured to: receive first
data, the first data output by the first sensor or derived from
data output by the first sensor; receive second data, the second
data output by the second sensor or derived from data output by the
second sensor; and analyze one or more of the first and second data
to determine that an overheating condition exists for the first
braking device.
22. The vehicle of claim 21, wherein the one or more processors
determines that the overheating condition exists at least in part
by analyzing the first and second data to determine that a
temperature of the first braking device is higher than a
temperature of the second braking device by an amount sufficient to
indicate the overheating condition.
23. The vehicle of claim 21, wherein first and second sensors
comprise temperature sensors.
24. The vehicle of claim 23, wherein the one or more processors
determines that the overheating condition exists at least in part
by analyzing the first data to determine that the first braking
device is at least about 450.degree. C.
25. The vehicle of claim 23, wherein the first braking device
further comprises an a first ancillary sensor positioned between
the first friction material and the first support, and the second
braking device further comprises a second ancillary sensor
positioned between the second friction material and the second
support, the first ancillary sensor comprising a pressure sensor or
a shear sensor, the second ancillary sensor comprising a pressure
sensor or a shear sensor.
26. The vehicle of claim 21, wherein the first and second sensors
comprise pressure sensors.
27. The vehicle of claim 21, wherein first and second sensors
comprise shear sensors.
Description
INCORPORATION BY REFERENCE OF ANY PRIORITY APPLICATIONS
[0001] All applications for which a foreign or domestic priority
claim is identified in the Application Data Sheet as filed with the
present application are hereby incorporated by reference under 37
CFR 1.57.
BACKGROUND
[0002] Field
[0003] The present disclosure relates to systems, devices, and
methods for detecting and/or responding to the temperature of
brakes, such as braking devices for heavy vehicles. Certain
embodiments relate to inhibiting or preventing the overheating of
the brakes of such vehicles.
[0004] Description of Certain Related Art
[0005] A braking unit is a mechanical apparatus that diverts energy
from a moving system, thereby reducing the motion of the moving
system. A braking unit is typically used for slowing or stopping a
moving vehicle, such as by friction between a generally
non-rotating brake pad and a rotating brake disk or drum. The brake
pad can be pressed against the brake disk or drum by a brake
caliper.
SUMMARY OF CERTAIN EMBODIMENTS
[0006] A problem associated with braking units occurs when the
brake pad is in unintentional contact with the brake disk or drum.
For example, a malfunction may cause the brake caliper to lock-up
against the disk or drum, resulting in an unwanted continuous
braking condition. The constant friction between the disk and the
brake pad can result in excessive heating, which can cause serious
damage to the braking unit and/or other components (e.g., can cause
bursting of the tire on the wheel with the malfunctioning brake).
This problem is called a "hot runner." The problem of hot runners
can be particularly significant within the context of heavy
vehicles, such as articulated vehicles, due to the heavy loads,
high energies, and conditions in which such vehicles are often
operated. This problem can be further exacerbated under conditions
that are demanding for the braking unit, such as when descending a
prolonged downward grade.
[0007] Various embodiments disclosed herein relate to hot runner
detection and response systems, devices, and methods, such as
systems and for inhibiting or preventing the overheating of the
brakes of vehicles, such as heavy vehicles. Certain embodiments
disclosed herein provide a braking unit for heavy vehicles. Some
embodiments provide a method for inhibiting or preventing the
overheating of the brakes on a heavy vehicle when traveling. Some
variants provide a simple and reliable system for reducing or
preventing the hot runners phenomenon. Certain implementations
improve heavy vehicle road safety. Various embodiments provide a
safety system that is capable of detecting and/or predicting the
initial phases of the hot runners phenomenon. Some embodiments
include providing a timely warning (e.g., to the driver, to another
user, or to another computing system) to reduce the danger
associated with hot runners.
[0008] Some vehicle braking units include a braking device, such as
a brake pad comprising one or a plurality of sensors. For example,
the brake pad can include at least one piezoceramic sensor that is
configured to operate at high temperatures and/or to emit an
electrical signal when subjected to mechanical stress. The brake
pad thus structured is able to detect in a simple and economical
way, without the need for an external energy source, the presence
and extent of the mechanical stresses which can arise at the
interface between the pad and the brake disk. Such a brake pad can
allow for the possibility of monitoring the braking, such as to
reduce or eliminate phenomena (e.g., vibrations and noise) and/or
to report abnormal operating conditions.
[0009] Certain embodiments disclosed herein relate a braking unit
for heavy vehicles. The braking unit can include braking devices.
Each braking device can include at least one brake shoe or brake
pad associated with a wheel of the heavy vehicle. The pad or shoe
can have a support and a block of friction material configured to
act upon a brake disk or brake drum. The brake pad can include at
least one temperature sensor located between the block of friction
material and the support. The temperature of the brake pad is
typically representative of the brake operating temperature.
Moreover, obtaining the temperature datum from a non-rotating part
of the brake system (e.g., the brake pad) avoids other limitations
that are typical of measurements taken on rotating bodies, such as
disk brakes or drum brakes, that render measurement complex and
costly.
[0010] The brake pad can include a safety device for inhibiting or
preventing the overheating of the brakes. The safety device can
have one or more alarm units and one or more control units. The
control units can communicate with the at least one sensor and/or
with the alarm unit. The control units can have a memory comprising
a first temperature threshold. In some embodiments, if the
temperature detected for at least one brake pad or brake shoe is
higher than the first temperature threshold, then an alarm signal
is emitted. The control units can include a comparator that is
configured to validate the emission of the alarm of a condition is
met. For example, the condition can be that the temperature
detected for at least one brake pad or brake shoe is higher than
the first temperature threshold and the temperature detected for at
least one other brake pad or brake shoe is lower than the first
temperature threshold.
[0011] In some embodiments, the comparator is configured for
substantially real-time comparison of the temperatures detected at
the brake pads or brake shoes. In some embodiments, the comparator
is configured to validate the emission of the alarm if the
temperature detected for at least one brake pad is higher than the
first temperature threshold and if the temperature detected for the
certain number or amount (e.g., a majority) of the brake pads is
lower than the first temperature threshold.
[0012] In some embodiments, the memory comprises a second
temperature threshold that is lower than the first temperature
threshold, the control units being configured to drive the emission
of a pre-alarm if the temperature detected for at least one brake
pad or brake shoe falls between the first and the second
temperature thresholds. In some implementations, the alarm unit is
configured for the emission of an acoustic and/or audible
alarm.
[0013] In some embodiments, the control units comprise peripheral
electronic control units each located at a respective brake and a
central electronic control unit communicating with the peripheral
control units and with the alarm unit. In some embodiments, the
control units comprise a central electronic control unit
communicating with the at least one sensor and with the alarm unit.
In some embodiments, the control units are connected to a CAN-bus
(Controller Area Network) of the vehicle.
[0014] In some embodiments, the brake pad comprises at least one
ancillary sensor located between the block of friction material and
the support and communicates with the control units, the at least
one ancillary sensor comprising at least one pressure sensor and/or
one shear sensor. In some embodiments, the pressure sensor and the
shear sensor are piezoceramic sensors which differ in regard to the
direction of the applied bias therein.
[0015] In some embodiments, the comparator is configured to
validate the emission of the alarm only in the presence of a
predetermined correlation between the temperature signal and the
signal produced by the at least one ancillary sensor within a
predetermined measurement interval of time.
[0016] In some embodiments, each sensor is covered by an
electrically insulating protective layer. In certain embodiments,
the control units comprise an electrical power supply that is
configured to absorb energy from the motion of the vehicle.
[0017] Some embodiments of the invention comprise a method for
inhibiting or preventing the overheating of the brakes on a heavy
vehicle. Each brake can comprise at least one brake pad or a brake
shoe having a support and a block of friction material acting upon
a brake disk or brake drum associated with a wheel of the heavy
vehicle, at least one temperature sensor located between the block
of friction material and the support. The method can include
acquiring (e.g., in real time or after a time delay) the
temperature detected at the brake pads or brake shoe. The method
can include comparing (e.g., in real time or after a time delay)
the temperature detected at the brake pads or brake shoes. The
method can include validating the emission of an alarm. For
example, the validation can occur in response to the temperature
detected for at least one brake pad or brake shoe being higher than
the temperature threshold and the temperature detected for at least
one brake pad or brake shoe is lower than the temperature
threshold. The method can include, in response to the validation
occurring, generating an acoustic and/or visual alarm.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Additional features and benefits of the invention will
become further evident from the description below, which relates to
certain non-exclusive embodiments of braking systems, devices, and
methods for inhibiting or preventing the overheating of the brakes
on a heavy vehicle. These and other features are illustrated by way
of certain non-limiting examples in the accompanying drawings, in
which:
[0019] FIG. 1 illustrates a perspective view of a heavy
vehicle;
[0020] FIG. 2 illustrates a side view of a braking unit, such as a
braking unit of the heavy vehicle of FIG. 1;
[0021] FIG. 3 schematically illustrates a perspective view of a
braking device;
[0022] FIG. 4 illustrates a perspective view of the braking device
of FIG. 3 without the block of friction material;
[0023] FIG. 5 schematically illustrates an embodiment of a hot
runner detection and response system;
[0024] FIG. 6 schematically illustrates another embodiment of a hot
runner detection and response system;
[0025] FIG. 7 illustrates a diagram of a brake pad of the system of
FIG. 6;
[0026] FIG. 8 illustrates a chart of the temperature of a disk
brake and the temperature of a brake pad; and
[0027] FIG. 9 schematically illustrates a method of detecting and
responding to a hot runner.
DETAILED DESCRIPTION OF CERTAIN EMBODIMENTS
[0028] Embodiments of systems, components, and methods will now be
described with reference to the accompanying figures, wherein like
numerals refer to like or similar elements throughout. Although
several embodiments, examples and illustrations are disclosed
below, the inventions described herein extends beyond the
specifically disclosed embodiments, examples, and illustrations.
The inventions disclosed herein can include other uses of the
inventions and obvious modifications and equivalents thereof. The
terminology used in the description presented herein is not
intended to be interpreted in any limited or restrictive manner
simply because it is being used in conjunction with a detailed
description of certain specific embodiments of the inventions.
Embodiments of the inventions can comprise several novel features.
No single feature is solely responsible for its desirable
attributes or is essential to practicing the inventions herein
described.
Overview
[0029] FIG. 1 illustrates an example of a heavy vehicle V. A heavy
vehicle can include, for example, an articulated vehicle,
tractor-trailer (also called a tractor-trailer, semi, big rig,
eighteen-wheeler, or otherwise), tank truck, box truck, flatbed
truck, wrecker truck, garbage truck, cement truck, dump truck,
grader, backhoe, front loader, mining truck, etc. In some
implementations, a heavy vehicle (including a trailer, if any) has
a maximum weight of at least 80,000 lbs. and/or an allowable length
of at least 18 meters.
[0030] FIG. 2 shows a braking unit 1100 of a vehicle, such as the
heavy truck shown in FIG. 1. The braking unit 1100 can include a
caliper 1102 and a disk shaped rotor 1103 rotating about an axis of
the wheel of the vehicle. The braking unit 1100 can include a
braking device 101, such as a brake pad or brake shoe. Two opposite
braking devices 101 are movable by a corresponding piston 1104 so
that friction material 103 thereof may engage or disengage the
opposite sides of the disk shaped rotor 1103. Signals coming from
one or both braking devices 101 can be transmitted via cables 1105
to a processing unit 1107, which can include a signal conditioning
device comprising analog front ends 1106 and digitalization. As
will be discussed in more detail below, signals from the braking
devices 101 can be used to aid in detecting and/or responding to a
hot runner situation, which could occur if one or both of the
braking devices 101 were in continuous and/or unintentional contact
with the rotor 1103, and which could result in substantial
detrimental heat generation.
Braking Devices with Sensors
[0031] FIGS. 3 and 4 illustrate the braking device 101. For
purposes of presentation, the braking device 101 shown in the
figures, and discussed below, is described as a brake pad. However,
the braking device 101 can take many other forms, such as a brake
shoe or otherwise.
[0032] As shown, the brake pad 101 comprises a support element 102,
which can be called a "backplate." The backplate is preferably but
not necessarily metallic. The brake pad 101 can include a block of
friction material 103 supported by the support element 102. The
brake pad 101 can include one or more sensors 104, such as
piezoceramic sensors. The sensors 104 can be supported by the
support element 102. The sensors 104 can be interposed between the
support element 102 and the block of friction material 103. As
shown, the piezoceramic sensors 104 can be supported in a raised
arrangement on the support element 102.
[0033] The support element 102 in particular is shaped as a contour
shaped flat plate having a first main planar surface 105 that is
intended in use to face an element to be braked, such as a vehicle
brake disc, and a second main planar surface 106 that is parallel
to the first main planar surface 105. The block of friction
material 103 has, in particular, a first main planar surface 107
that is conjugated to the first planar surface 105 of the support
element 102 and a second planar surface 108 that is parallel to the
first planar surface 107, and intended in use to direct contact
with the element to be braked.
[0034] The piezoceramic sensors 104 are able to detect the forces
that are exchanged in use during the contact between the brake pad
101 and the element to be braked as a result of their inherent
ability to emit an electrical signal when subjected to a mechanical
stress. As shown, the support element 112 supports an electrically
insulated electrical circuit 109. The circuit 109 has electrical
contacts to which electrodes of the piezoceramic sensors 104 are
connected. The electrical circuit 109 receives and transmits
electrical signal, which is generated without the need for an
electrical power supply from piezoceramic sensors 104, when they
are subjected to a mechanical stress in the direction of
polarization. The electrical signal emitted by the piezoceramic
sensors 104 and collected by the electrical circuit 109 can either
be processed in real time or at a later point in time.
[0035] The piezoceramic sensors 104 are made of piezoceramic
materials with a Curie temperature greater than 200.degree. C. and
are formed of a preferably cylindrical body that is polarized in
the direction of its axis and delimited by a pair of opposite flat
faces that are arranged in use parallel to the main planar surfaces
of the support element 102. Preferably only one of the faces, in
particular, the one facing the electrical circuit 109, has both of
the electrical signal sampling electrodes. Specific examples of
piezoceramic sensors 104 that may be used are, for instance, PIC
255 (Manufacturer: PI Ceramic), PIC 300 (Manufacturer: PI Ceramic),
PIC 181 (Manufacturer: PI Ceramic), PIC 050 (Manufacturer: PI
Ceramic), TRS BT200 (Manufacturer: TRS Ceramics), PZT5A1
(Manufacturer: Morgan Advanced Ceramic), PZT5A3 (Manufacturer:
Morgan Advanced Ceramic).
[0036] The electrical circuit 109 has branches that are suitably
shaped in order to arrange the piezoceramic sensors 104 in discrete
positions on the support element 102 and is also provided with an
integrated electrical connector at the edge of the support element
102.
[0037] In some embodiments, one or more temperature sensors and/or
one or more shear force sensors that are electrically connected to
the electrical circuit 109 may be mounted on the support element
102. The electrically insulated electrical circuit 109 is
preferably screen printed and applied directly onto the support
element 102.
[0038] In certain implementations, some or all of the sensors on
the support element 102 are installed onto the electrically
insulated electrical circuit 109 from the side of the latter that
faces the block of friction material 103. The sensors that are thus
integrated into the support element 102 are highly capable of
measuring the forces acting on the brake pad 101 during braking or
in general during the running of the vehicle.
[0039] A damping layer 1101 (see FIG. 2) can be provided that is
interposed between the block of friction material 103 and the
support element 102. The damping layer 1101 can have a first main
surface that is conjugated to the first planar surface of the
support element 102 and a second surface that is conjugated to the
first planar surface of the block of friction material 103. The
damping layer 1101 can be mostly made of phenolic resin
material.
[0040] In some configurations, each piezoceramic sensor 104 is
embedded within a protective element 116. The protective element
116 can be located on the support element 102 at the position of
the piezoceramic sensor 104. For the electrical insulation of the
piezoceramic sensor 104 the protective element 116 can be made of
electrically insulating material.
[0041] The protective element 116 can have mechanical properties,
such as an elastic modulus that has been carefully chosen in order
to limit the force transmitted to the piezoceramic sensor 104 when
an external compression force is applied to the block of friction
material 103. Further details regarding this and other aspects of
the brake pad can be found in International Application No.
PCT/IB2013/060881, filed Dec. 12, 2013 and U.S. patent application
Ser. No. 15/184,806, filed Jun. 16, 2016, the entirety of each of
which is hereby incorporated by reference herein.
[0042] The protective element 116 can be configured to direct at
least part of the external compression force to an area of the
support element 102 surrounding the piezoceramic sensor 104 itself.
This can be beneficial because, for example, a considerable
external compression force is in fact generated during the hot
pressing of the block of friction material onto the support
102.
[0043] In various embodiments, the protective element 116
substantially or completely embeds the piezoceramic sensor 104. The
protective element 116 can be made of a resin-based material, for
example, the material for the protective element can include one or
more of: polyimide resins, epoxy resins (loaded or not),
Bismaleimide resins, and Cyanate-Ester resins. In certain
implementations, the protective element can be made by dripping the
material at a standard pressure and moderate temperatures (such as
less than about 200.degree. C.) prior to forming the block of
friction material 103. Ceramic materials that are much harder than
resins and suitable for temperatures above 350.degree. C. may
however also be used for the protective element.
[0044] In some embodiments, some or all of the sensors and/or other
components of the electrical circuit 109 have a respective
protective element, such as a protective element of the same type
as that described above. In various embodiments, due to the
protection provided by the protective element 116, the forces
actually experienced by the sensors during the production of the
brake pad 101 or when the brake unit is in operation is
reduced.
Certain Hot Runner Detection and Response Systems
[0045] FIG. 5 schematically illustrates a system for detecting
and/or responding to overheated braking components, such as may
occur during a hot runner condition. As shown, the system can
include sensors (Sp1 and Sp2), which can be integrated into
respective brake pads. The system can include ECU (Electronic
Control Units), which can acquire analog signals from the sensor
and digitalize and process the signals to detect hot runners. The
system can include a sensor gateway, which can receive alarms
and/or data from the ECUs. The system can include a media
interface, which can receive alarms and/or data from the gateway.
In some embodiments, the media interface can provide a human
interface, such as delivering data and/or alarms for hot runners to
a user (e.g., a driver) by visual and audio messages.
[0046] FIG. 6 schematically illustrates another system 1 for
detecting and/or responding to overheated braking components, such
as overheating that may occur during a hot runner condition. As
will be described in more detail below, the system 1 can reduce or
eliminate overheating in braking unit, such as braking units for
heavy vehicles. As will be discussed in more detail below, in
various embodiments, the system 1 can be configured to detect when
a hot runner condition is present in at least one wheel of a
vehicle, such as a heavy vehicle. In certain implementations, the
system 1 can be configured to respond to a hot runner condition
being detected, such as by sending an alert to a user, to an
on-board or off-board computer system, or otherwise.
[0047] As illustrated, the system 1 can include one or more of the
brake units 1100. As described above, the brake units 1100 can
comprise a caliper with two brake pads 101 that can be activated
onto a disk brake. In some variants, the brake units 1100 comprise
brake shoes that can be activated against a drum brake.
[0048] FIG. 7 illustrates a schematic side view of the brake pad
101, which can be identical or similar to the brake pad 101
described above. As shown, the brake pad 101 can have a support 102
and a block of friction material 103 connected with the support 102
and configured to act upon the associated disk brake. The brake pad
101 components can be designed for use at high temperatures. For
example, the components can be configured to operate at a
temperature of at least about 600.degree. C.
[0049] The brake pad 101 can include one or more sensors 104A, 104B
interposed between the support 102 and the block of friction
material 103. The sensors 104A, 104B can be mounted onto an
electrically insulated electrical circuit 109 designed to acquire
the electrical signals emitted by the sensors 104A, 104B to be
processed either in real time or at a later time. The electrical
circuit 108 can be integrated into the support 102, such as by heat
resistant screen printing technology (e.g., glass ceramic
material). The sensor 104A can comprise a temperature sensor, such
as PT1000 sensors. In some embodiments, the brake pad 101 includes
only one temperature sensor 104A. In certain variants, the brake
pad 101 comprises a plurality of temperature sensors 104A. In some
embodiments, the sensor 104B comprises an ancillary sensor, such as
a pressure sensor (e.g., a piezoceramic pressure sensor) and/or a
shear sensor (e.g., a piezoceramic shear sensor). Some embodiments
comprise only one sensor 104B. Some variants include a plurality of
the sensors 104B. The sensors 104A, 104B and the electrical circuit
109 can be covered by a protective element 116 (also called a
protective layer). The protective layer can be made of electrically
insulating material. In some embodiments, the protective layer
comprises a ceramic material.
[0050] With regard to FIG. 6 again, the system 1 can include
control units 11, 12. In some embodiments, the control unit 11
comprises a peripheral control unit and the control unit 12
comprises a central control unit. Various embodiments have one or
more of the peripheral control units 11 and/or the central control
unit 12. For example, the system 1 can include 1, 2, 3, 4, 5, 6, 7,
8, or more peripheral control units 11 and/or 1, 2, 3, 4, 5, 6, 7,
8, or more central control units 12. In some embodiments, the
peripheral control units 11 can be located at or near a respective
brake and/or at or near a respective wheel. For example, the system
1 can include at least one peripheral control unit 11 for each
wheel. Some embodiments include at least one peripheral control
unit 11 for each set of wheels on the end of an axle, such as one
peripheral control unit 11 for each of the pairs of rear trailer
wheels shown in FIG. 1. In certain embodiments, the central control
unit 12 is located in a place that is centralized on the vehicle
and/or in a place to facilitate service or connection with other
components. For example, the central control unit 12 can be located
in or near a vehicle on-board electronic system, such as an
electronic control unit (ECU). The central control unit 12 does not
need to be centrally located, such as in relation to the vehicle
overall, the positioning of the peripheral control units 11, the
sensors, the wheels, or otherwise.
[0051] The peripheral control units 11 can be configured to
communicate (e.g., receive signals from) the sensors 104A, 104B of
the brakes pads 101. For example, the peripheral control units 11
and sensors 104A, 104B can communicate by a communication interface
8 on the brake pad and a corresponding communication interface 19
on the brake pads 101. In some embodiments, the interface 8
comprises an electrical connector. In some variants, the interface
8 comprises a wireless connection (e.g., RF transmitter and
receiver). The connector can be configured to electrically couple
with the electrical circuit 109. The connector 109 can be
configured to transmit electrical signals from the sensors 104A,
104B to one or more components on the outside of the brake pad 101
(e.g., the unit 11) for processing.
[0052] The peripheral control unit 11 can comprise a memory 13, a
processor 20, and an electrical power supply 21. The peripheral
control unit 11 can have an A/D digitization stage 22 that
transforms the analog signals from the sensors 104A, 104B into
digital signals. The peripheral control unit 11 can have a digital
signal conditioning stage 23. The processor 20 of the peripheral
control unit 11 can be programmable to process the incoming digital
signals. In some embodiments, the peripheral control unit 11 is
configured to generate an alarm or pre-alarm drive signal to be
sent to the central control unit 12, as is discussed in more detail
below. As illustrated, the peripheral control unit 11 can be
connected with the central control unit 12, such as through
communication interfaces 15, 16. The communication interfaces can
comprise a wired connection (e.g., an electric cable) or a wireless
connection (e.g., RF transmitter and receiver).
[0053] In certain embodiments, the central control unit 12 is
configured to concentrate and/or convert the information received
from peripheral control units 11 and/or to transmit information to
the CAN-bus of the vehicle, such as, for communication with the ECU
of the vehicle. The central control unit 12 can include a memory 24
and an electrical power supply 29. The memory 24 can be used to
store information received from the peripheral control unit 11 or
other information, such as program instructions, threshold values,
etc. In some embodiments, the memory 24 contains at least one first
threshold temperature. In some variants, the memory 13 of the
peripheral control unit 11 contains the first threshold
temperature.
[0054] As shown, the system 1 can include a comparator 14. In the
illustrated embodiment, the comparator 14 is located in the central
control unit 12, though in other embodiments the comparator 14 is
located additionally or alternatively in one or more of the
peripheral control units 11. The comparator 14 can be configured to
determine and/or validate whether the temperature detected for at
least one brake pad 101 exceeds the first threshold temperature. In
some embodiments, the first threshold temperature is at least
about: 300.degree. C., 350.degree. C., 400.degree. C., 450.degree.
C., 500.degree. C., 550.degree. C., 600.degree. C., temperatures
between the aforementioned temperatures, or other temperatures. The
comparator 14 can be configured to determine whether the
temperature detected for at least one other of the brake pads 101,
and preferably for a majority of the other brake pads 101, is below
the first threshold temperature. The comparator 14 can be
configured for the real-time or non-real-time comparison of the
temperatures detected for the brake pads 101. In some embodiments,
depending upon the outcome of the comparison, the comparator 14
performs the validation or otherwise of the emission of an alarm.
In some embodiments, the comparator 14 performs the validation
immediately; in other embodiments the comparator 14 performs the
validation after a time delay.
[0055] In some embodiments, the memory 13 and/or the memory 24
comprises a second temperature threshold that is less than the
first temperature threshold. In some embodiments, the second
threshold temperature is at less than or equal to about:
200.degree. C., 250.degree. C., 300.degree. C., 350.degree. C.,
400.degree. C., 450.degree. C., temperatures between the
aforementioned temperatures, or other temperatures. The comparator
14 can be configured to determine whether the temperature detected
for at least one of the brake pads 101 is between the first and
second temperature thresholds. If so, some embodiments generate a
pre-alarm drive signal.
[0056] The central control unit 12 can be programmable to receive
and/or validate the alarm drive signal and/or the pre-alarm drive
signal from one or more of the peripheral control units 11. In some
implementations, the central control unit 12 is configured to
automatically convert the alarm drive signal into an activation
signal. The central control unit 12 can be configured to
automatically translate the pre-alarm drive signal into a pre-alarm
activation signal. The activation signal and/or the pre-alarm
activation signal can be received by an alarm unit 10 of the system
1. The alarm unit 10 can be configured to communicate with the
central control unit 12 via communication interfaces 17, 18. The
communication interfaces 17, 18 can be cabled or wireless.
[0057] The alarm unit 10 can be part of a safety feature of the
system 1. The safety feature can be configured to detect, inhibit,
and/or prevent overheating of the brakes. In some embodiments, the
safety feature includes the alarm unit 10 and one or more of the
control units 11, 12, which communicate with the sensors 104A,
104B. In various embodiments, at least one of the components of the
safety feature are configured to communicate with one or more
systems of the vehicle, such as with the ECU of the vehicle via the
CAN-bus or otherwise.
[0058] As previously mentioned, the peripheral control unit 11 can
be programmable to generate an alarm or pre-alarm drive signal to
be sent to the central control unit 12, and the central control
unit 12 can be configured to convert the drive signal into an
activation signal of the alarm unit and/or to translate the
pre-alarm drive signal into an activation signal of an alarm unit
10. The central control unit 12, in the case of validation, can
activate the alarm unit 10 in order to emit a first alarm signal.
In some embodiments, the activation is performed immediately; in
other embodiments the activation occurs after a time delay. The
alarm unit 10 can be configured for the emission of a visual and/or
audible alarm that can be perceived within the vehicle. For
example, the alarm unit 10 may include lights (e.g., LEDs) and/or
buzzers, such as on the instrument panel of the vehicle.
Alternatively, or additionally, the alarm unit 10 can be configured
to transmit an alarm to a user interface (e.g., such as to the
driver or another user's smartphone and/or to an off-board
computerized fleet management system). The system 1 can include or
interface with wireless communication hardware or software to
transmit the alarm. In this way, the operating malfunction of the
braking unit is promptly noticed by the driver who can then take
the necessary timely actions to reduce or eliminate the malfunction
before the onset of catastrophic events. For example, the driver
can slow or stop the vehicle to allow the temperature of the brake
units 1100 to decrease and/or can arrange for maintenance of the
malfunctioning brake unit 1100. In some implementations, in
response to the alarm, an automatic reaction of the vehicle can
occur, such as the vehicle stopping or its maximum speed being
reduced. In some embodiments, the alarm is sent to the ECU of the
vehicle, which can be programmed to automatically take an action in
response.
[0059] This is of course just one example among the various
possible configurations for the control units 11, 12. Another
possible configuration has a single peripheral control unit 11 for
handling the sensors 104A, 104B of all of the brakes. In another
contemplated variation, the central control unit 12 integrates all
of the functions including those of the peripheral control units
11. For example, the central control unit 12 can be connected with
the brake pads 101 without a separate intervening peripheral
control unit 11. Some embodiments include a plurality of peripheral
control units 11, each located at a respective wheel of the
vehicle. This can be beneficial since each peripheral control unit
11 can be located at or near its respective wheel. Some variants
include a single peripheral control unit 11, which can be
beneficial in consolidating components and functionality and/or by
positioning the peripheral control unit 11 in a central location
between the wheels. In some implementations, the vehicle CAN-bus
can be connected to the peripheral control units 11 in addition to,
or instead of, the central control unit 12. In any case, the
connection to the CAN-bus can be achieved by radio links such as
Bluetooth, Wi-Fi or other radio protocols and standards based upon
RF technology.
[0060] In some implementations, the electrical power supplies 21,
29 are configured to harvest and/or absorb energy from the motion
of the vehicle, such as in the form of vibrational, kinetic, and/or
thermal energy that can be converted into electrical energy. The
electric components of the system 1 (e.g., the controllers 11, 12)
can be powered by the electrical energy converted from the energy
absorbed from the motion of the vehicle. In some embodiments, the
energy harvester comprises a piezoelectric crystal, thermoelectric
generator, or otherwise. The electrical energy can be stored in a
storage device, such as a battery or capacitor.
Certain Hot Runner Detection and Response Methods
[0061] Various hot runner detection and response methods are
described below. In some embodiments, the methods are based upon
the sensors 104A, 104B mounted on the brake pads 101. Certain
embodiments take advantage of the fact that there is typically a
strong correlation between the temperature distribution over the
disk brakes and the brake pad 101 where the temperature sensors
104A are installed. An example of such correlation is shown in FIG.
8, which plots the temperature of a disk brake and the temperature
of a brake pad. It is known that the brake disk temperature (and
therefore also that of the brake pad) can influence the appearance
of hot runners and the relative increase in this value is a typical
side effect of the hot runners phenomenon. In the event of a hot
runner condition, the brake disk temperature and therefore the
temperature of the brake pad 101 tends to rise in an abnormal
manner and very quickly up to limiting values (even above
600.degree. C.). Thus, it can be beneficial to monitor the
temperature of the brake pad 101 and/or to detect a hot runner.
[0062] In some embodiments, to reduce or avoid false alarms, it is
useful to adopt a more sophisticated strategy for discriminating a
hot runner from a normal rise in temperature due, such as may occur
during prolonged use of the braking unit, for example, when
traveling through long mountainous sections of road, especially
downhill, which involves very high braking unit temperatures
without there being an actual malfunction of the braking unit
itself. In some embodiments, the ancillary pressure sensors 104B or
shear sensors are used, in conjunction with an analysis based upon
the temporal flow of data, preferably in real time, and
correlations between the temperature and pressure data or braking
torque data. For example, a period of time T is appropriately set
such that it is long enough for the phenomena identified by the
analysis carried out within this period T not to be confused with
those phenomena that are typical of normal braking that normally
lasts much less than a minute. In some embodiments, the period T
equal to a length of at least about: 5 minutes, 10 minutes, 15
minutes, time values between the aforementioned values, or other
time values. The period T can be short enough to allow for the
detection of hot runners sufficiently early to limit or nullify the
damage associated with the hot runners.
[0063] In some implementations, the logic for the activation of an
alarm signal is based upon the definition of two logic functions
H(t) and G(t). These functions are as follows within the period T:
[0064] H(t)=-1 if P<P.sub.threshold; [0065] H(t)=1 elsewhere;
[0066] G(t)=-1 if T<T.sub.threshold1; and [0067] G(t)=1
elsewhere.
[0068] In which: [0069] P is the brake pressure as measured by the
pressure sensors 104B (or by other sensors on board the vehicle);
and [0070] T is the temperature measured by the temperature sensors
104A.
[0071] In some embodiments, P.sub.threshold is about 10 bar and/or
T.sub.threshold1 is at least about 500.degree. C. or at least about
600.degree. C. In some implementations, the pressure P is the
pressure measured at the caliper. In certain embodiments, the
pressure P is the pressure measured at the brake pad 101. In
certain variants, in place of the pressure P, the torque .tau. can
also be used with identical or similar logic and an identical or
similar threshold value.
[0072] Thanks to the calculation of the correlation between the two
functions within the period T by the following integral I:
I = 1 .tau. .intg. 0 .tau. G ( t ) H ( t ) t ##EQU00001##
[0073] It is possible to obtain a condition that depends upon the
correlation of the two functions G(t) and H(t). In fact, under
normal working conditions (without the presence of hot runners) it
is expected that the two functions will be highly correlated, which
means in numerical terms that the integral of I=1 or very close to
it. In the presence of a hot runner at a wheel the integral of I is
consistently less than 1. In fact, in the absence of braking during
the period T, I=-1. A condition can therefore be determined for the
presence of hot runners by setting an appropriate threshold that is
low enough for I, being identified as the threshold for generating
an alarm activation signal for the presence of a hot runner.
[0074] In some embodiments, the threshold may be set as
I.sub.threshold<0. When this condition is true over the period
T, this can indicate the presence of a hot runner. This would mean
having more than 50% of the period T resulting in no correlation
between the brake pad temperature and pressure. In certain
implementations, to reduce or avoid the occurrence of false alarms,
fuzzy logic may be applied to determine the intermediate degrees of
probability of the presence of a "hot runner event". The logic can
include a cross-check between the I values among the various brake
pads. In some situations, if all or the majority of the pads are
over I.sub.threshold then the presence of a hot runner is more
likely.
[0075] In some embodiments, a method for detecting and/or
responding to a hot runner includes determining whether, for at
least one brake pad, whether T>T.sub.threshold1. If so, the
method can include generating a pre-alarm drive signal. The
pre-alarm drive signal can be automatically converted into an
activation signal for the alarm unit 10, which emits a pre-alarm.
For example, a first type of warning (e.g., a chime and/or light)
can be activated. In some embodiments, the method includes
determining, for at least one brake pad, whether
T>T.sub.threshold1 and I<0. If so, the method can include
generating an alarm drive signal indicating the presence of a hot
runner. In some embodiments, the method includes determining
whether the alarm activation signal is not detected by any
additional brake pads 101, such as by a majority of the brake pads
101. If so, then the alarm activation signal can be found to be
validated. The alarm activation signal can be converted into an
activation signal for the alarm unit 10, which can emit an alarm
indicating the presence of a hot runner. For example, a second type
of warning (e.g., a chime and/or light) can be activated.
[0076] In certain implementations, a method for detecting and/or
responding to a hot runner includes the use of temperature data
only. In some such embodiments, the correlation is examined between
the temperatures of the brake pads 101 during the period T. The
method can include determining whether a second temperature
threshold (e.g., T.sub.threshold2<T.sub.threshold1) is
established. In some embodiments, the method includes determining
whether, for at least one brake pad 101, whether
T>T.sub.threshold2 and <T.sub.threshold1. If so, then a
pre-alarm drive signal can be generated. The pre-alarm drive signal
can be automatically converted into an activation signal for the
alarm unit 10, which emits a pre-alarm, such as activating a chime
or light. In some embodiments, the method includes determining, for
at least one brake pad 101, whether T>T.sub.threshold1. If so,
then an alarm activation signal can be generated indicating the
presence of a hot runner. In some embodiments, the method includes
determining whether the alarm activation signal has been detected
for others of the brake pads, such as a majority of the brake pads
101. If so, then the alarm activation signal can be considered
validated. The alarm activation signal and can be converted into an
activation signal for the alarm unit 10, which emit an alarm
indicating the presence of a hot runner, such as activating a chime
or light.
[0077] FIG. 9 illustrates another method for detecting and/or
responding to a hot runner. As shown, the method can begin at a
main cycle. The method can include receiving a temperature value T.
Some embodiments include determining whether the value T is valid,
such as whether the temperature is within the expected ranges of
possible temperatures. If no, then the method returns to the main
cycle. If yes, then the method proceeds. The method can include
determining whether the T>T.sub.threshold1. If no, then the
method returns to the main cycle. If yes, then the method proceeds.
The method can include transmitting a first alarm to indicate that
an excessive temperature has been detected. The method can include
determining whether I<0. If no, then the method returns to the
main cycle. If yes, then the method proceeds. The method can
include transmitting a second alarm, which can indicate that a hot
runner has been detected.
[0078] Some methods and systems are configured to detect and
respond to a "cold runner." A cold runner can occur when one or a
minority of the brake pads are at a lower temperature than the
other brake pads. This could indicate that the brake pad with the
lower temperature is not properly operating (e.g., is not properly
engaging with the brake disk). Various embodiments can be
configured to detect such a cold runner condition and to provide an
alarm or other indication, such as to the driver, another user, to
a fleet management system, etc. Certain embodiments have been
described in which a hot runner determination involves comparing
temperatures between wheels (e.g., compare the temperature of brake
pad(s) at a first wheel with the temperature at some or all of the
other wheels). Such a differential comparison between wheels can
avoid false alarm conditions, such as could occur during prolonged
breaking where the temperature of brake elements at multiple wheels
would during normal operation (no hot runner present) be expected
to raise to relatively high temperatures. However, in some other
embodiments, a hot runner condition can be determined based on
detecting that an absolute temperature at one or more wheels is
higher than some threshold (e.g., higher than about 300.degree. C.,
350.degree. C., 400.degree. C., 450.degree. C., 500.degree. C.,
550.degree. C., or 600.degree. C.). For instance, the system can
detect a hot runner in one such implementation when the temperature
of a braking device at a wheel exceeds a threshold value for longer
than a certain period of time, such as beyond a period of time that
would be expected during even prolonged braking operation (e.g.,
more than 10, 20, 30, 60, 90, or 120 seconds). In yet further
embodiments, the system can detect a hot runner condition for a
wheel based on detecting a temperature at a braking device of that
wheel above a threshold value, in combination with using ancillary
sensor data. For instance, the system could detect a hot runner
condition where the temperature at a braking device of a given
wheel is above a threshold and where one or more pressure or shear
sensors of the braking device indicate that a braking pressure or
torque at that braking device is higher by a threshold amount than
a braking pressure or torque at a braking device of one or more
other wheels.
Certain Terminology
[0079] Terms of orientation used herein, such as "top," "bottom,"
"horizontal," "vertical," "longitudinal," "lateral," and "end" are
used in the context of the illustrated embodiment. However, the
present disclosure should not be limited to the illustrated
orientation. Indeed, other orientations are possible and are within
the scope of this disclosure. Terms relating to circular shapes as
used herein, such as diameter or radius, should be understood not
to require perfect circular structures, but rather should be
applied to any suitable structure with a cross-sectional region
that can be measured from side-to-side. Terms relating to shapes
generally, such as "circular" or "cylindrical" or "semi-circular"
or "semi-cylindrical" or any related or similar terms, are not
required to conform strictly to the mathematical definitions of
circles or cylinders or other structures, but can encompass
structures that are reasonably close approximations.
[0080] Conditional language, such as "can," "could," "might," or
"may," unless specifically stated otherwise, or otherwise
understood within the context as used, is generally intended to
convey that certain embodiments include or do not include, certain
features, elements, and/or steps. Thus, such conditional language
is not generally intended to imply that features, elements, and/or
steps are in any way required for one or more embodiments.
[0081] Conjunctive language, such as the phrase "at least one of X,
Y, and Z," unless specifically stated otherwise, is otherwise
understood with the context as used in general to convey that an
item, term, etc. may be either X, Y, or Z. Thus, such conjunctive
language is not generally intended to imply that certain
embodiments require the presence of at least one of X, at least one
of Y, and at least one of Z.
[0082] The terms "approximately," "about," and "substantially" as
used herein represent an amount close to the stated amount that
still performs a desired function or achieves a desired result. For
example, in some embodiments, as the context may permit, the terms
"approximately", "about", and "substantially" may refer to an
amount that is within less than or equal to 10% of the stated
amount. The term "generally" as used herein represents a value,
amount, or characteristic that predominantly includes or tends
toward a particular value, amount, or characteristic. As an
example, in certain embodiments, as the context may permit, the
term "generally parallel" can refer to something that departs from
exactly parallel by less than or equal to 20 degrees.
[0083] Unless otherwise explicitly stated, articles such as "a" or
"an" should generally be interpreted to include one or more
described items. Accordingly, phrases such as "a device configured
to" are intended to include one or more recited devices. Such one
or more recited devices can also be collectively configured to
carry out the stated recitations. For example, "a device configured
to carry out recitations A, B, and C" can include a first device
configured to carry out recitation A working in conjunction with a
second device configured to carry out recitations B and C.
[0084] The terms "comprising," "including," "having," and the like
are synonymous and are used inclusively, in an open-ended fashion,
and do not exclude additional elements, features, acts, operations,
and so forth. Likewise, the terms "some," "certain," and the like
are synonymous and are used in an open-ended fashion. Also, the
term "or" is used in its inclusive sense (and not in its exclusive
sense) so that when used, for example, to connect a list of
elements, the term "or" means one, some, or all of the elements in
the list.
[0085] Overall, the language of the claims is to be interpreted
broadly based on the language employed in the claims. The language
of the claims is not to be limited to the non-exclusive embodiments
and examples that are illustrated and described in this disclosure,
or that are discussed during the prosecution of the
application.
Summary
[0086] Various hot runner detection and response systems, devices,
and methods have been disclosed in the context of certain
embodiments and examples above. However, this disclosure extends
beyond the specifically disclosed embodiments to other alternative
embodiments and/or uses and obvious modifications and equivalents
thereof. In particular, while the systems, devices, and methods has
been described in the context of illustrative embodiments, certain
advantages, features, and aspects of the devices, systems, and
methods may be realized in a variety of other applications. Various
features and aspects of the disclosed embodiments can be combined
with or substituted for one another in order to form varying modes
of the devices, systems, and methods. The scope of this disclosure
should not be limited by the particular disclosed embodiments
described herein.
[0087] The hot runner detection and response systems, devices, and
methods described above are susceptible to numerous modifications
and variations, all falling within the scope of the inventive
concept; moreover all of the components can be replaced by
technically equivalent elements. Additionally, various aspects and
features of the embodiments described can be practiced separately,
combined together, or substituted for one another. A variety of
combination and subcombinations of the disclosed features and
aspects can be made and still fall within the scope of this
disclosure. Certain features that are described in this disclosure
in the context of separate implementations can also be implemented
in combination in a single implementation. Conversely, various
features that are described in the context of a single
implementation can also be implemented in multiple implementations
separately or in any suitable subcombination. Although features may
be described above as acting in certain combinations, one or more
features from a claimed combination can, in some cases, be excised
from the combination, and the combination may be claimed as any
subcombination or variation of any subcombination.
[0088] Moreover, while operations may be depicted in the drawings
or described in the specification in a particular order, such
operations need not be performed in the particular order shown or
in sequential order, and all operations need not be performed, to
achieve the desirable results. Other operations that are not
depicted or described can be incorporated in the example methods
and processes. For example, one or more additional operations can
be performed before, after, simultaneously, or between any of the
described operations. Further, the operations may be rearranged or
reordered in other implementations. Also, the separation of various
system components in the implementations described above should not
be understood as requiring such separation in all implementations,
and it should be understood that the described components and
systems can generally be integrated together in a single product or
packaged into multiple products. Additionally, other
implementations are within the scope of this disclosure.
[0089] Some embodiments have been described in connection with the
accompanying drawings. The figures are drawn to scale, but such
scale should not be limiting, since dimensions and proportions
other than what are shown are contemplated and are within the scope
of this disclosure. Distances, angles, etc. are merely illustrative
and do not necessarily bear an exact relationship to actual
dimensions and layout of the devices illustrated. Components can be
added, removed, and/or rearranged. Further, the disclosure herein
of any particular feature, aspect, method, property,
characteristic, quality, attribute, element, or the like in
connection with various embodiments can be used in all other
embodiments set forth herein. Additionally, any methods described
herein may be practiced using any device suitable for performing
the recited steps.
[0090] In summary, various embodiments and examples of hot runner
detection and response systems, devices, and methods have been
disclosed. Although the systems and methods have been disclosed in
the context of those embodiments and examples, this disclosure
extends beyond the specifically disclosed embodiments to other
alternative embodiments and/or other uses of the embodiments, as
well as to certain modifications and equivalents thereof. This
disclosure expressly contemplates that various features and aspects
of the disclosed embodiments can be combined with, or substituted
for, one another. Thus, the scope of this disclosure should not be
limited by the particular embodiments described above, but should
be determined only by a fair reading of the claims that follow.
* * * * *